Electronic vehicular transmission including a sensor and coupling and control assembly for use therein

ABSTRACT

An electronic vehicular transmission including a sensor for providing an electrical signal for electronic transmission control is provided. The transmission includes a transmission case and a controllable coupling assembly including a coupling member supported for rotation within the case about a rotational axis. The coupling member has a coupling face oriented to face radially with respect to the axis and has a set of ferromagnetic or magnetic locking formations. An electromechanical component includes a locking element and a sensor. The component is mounted to and extends into the case so that both the locking element and the sensor are in close-spaced opposition to the coupling face. The sensor senses magnetic flux to produce an electrical output signal indicative of a speed of rotation of the coupling member. A variable magnetic field is generated in response to rotation of the locking formations past the sensor.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.14/288,819 filed May 28, 2014, now pending, which claims benefit of U.S.provisional application Ser. No. 61/941,741 filed Feb. 19, 2014 andclaims benefit of U.S. provisional application Ser. No. 61/870,434 filedAug. 27, 2013; this application is also a continuation-in-part of U.S.application Ser. No. 13/992,785 filed Jun. 10, 2013 which is a 371 ofPCT/US2011/036634 filed May 16, 2011, which claims benefit of U.S.provisional application Ser. No. 61/421,856 filed Dec. 10, 2010. Thisapplication is also a continuation-in-part of U.S. application Ser. No.14/300,275 filed Jun. 10, 2014 which claims benefit of U.S. provisionalapplication Ser. No. 61/870,434 filed Aug. 27, 2013.

TECHNICAL FIELD

This invention generally relates to electronic vehicular transmissionsincluding sensors and coupling and control assemblies for use in suchtransmissions.

OVERVIEW

Coupling assemblies such as clutches are used in a wide variety ofapplications to selectively couple power from a first rotatable drivingmember, such as a driving disk or plate, to a second, independentlyrotatable driven member, such as a driven disk or plate. In one knownvariety of clutches, commonly referred to as “one-way” or “overrunning”clutches, the clutch engages to mechanically couple the driving memberto the driven member only when the driving member rotates in a firstdirection relative to the driven member. Further, the clutch otherwisepermits the driving member to freely rotate in the second directionrelative to the driven member. Such “freewheeling” of the driving memberin the second direction relative to the driven member is also known asthe “overrunning” condition.

One type of one-way clutch includes coaxial driving and driven plateshaving generally planar clutch faces in closely spaced, juxtaposedrelationship. A plurality of recesses or pockets is formed in the faceof the driving plate at angularly spaced locations about the axis, and astrut or pawl is disposed in each of the pockets. Multiple recesses ornotches are formed in the face of the driven plate and are engageablewith one or more of the struts when the driving plate is rotating in afirst direction. When the driving plate rotates in a second directionopposite the first direction, the struts disengage the notches, therebyallowing freewheeling motion of the driving plate with respect to thedriven plate.

When the driving plate reverses direction from the second direction tothe first direction, the driving plate typically rotates relative to thedriven plate until the clutch engages. As the amount of relativerotation increases, the potential for an engagement noise alsoincreases.

Controllable or selectable one-way clutches (i.e., OWCs) are a departurefrom traditional one-way clutch designs. Selectable OWCs add a secondset of locking members in combination with a slide plate. The additionalset of locking members plus the slide plate adds multiple functions tothe OWC. Depending on the needs of the design, controllable OWCs arecapable of producing a mechanical connection between rotating orstationary shafts in one or both directions. Also, depending on thedesign, OWCs are capable of overrunning in one or both directions. Acontrollable OWC contains an externally controlled selection or controlmechanism. Movement of this selection mechanism can be between two ormore positions which correspond to different operating modes.

U.S. Pat. No. 5,927,455 discloses a bi-directional overrunning pawl-typeclutch, U.S. Pat. No. 6,244,965 discloses a planar overrunning coupling,and U.S. Pat. No. 6,290,044 discloses a selectable one-way clutchassembly for use in an automatic transmission. U.S. Pat. Nos. 7,258,214and 7,344,010 disclose overrunning coupling assemblies, and U.S. Pat.No. 7,484,605 discloses an overrunning radial coupling assembly orclutch.

A properly designed controllable OWC can have near-zero parasitic lossesin the “off” state. It can also be activated by electro-mechanics anddoes not have either the complexity or parasitic losses of a hydraulicpump and valves.

In a powershift transmission, tip-in clunk is one of most difficultchallenges due to absence of a torque converter. When the drivertips-in, i.e., depresses the accelerator pedal following a coastcondition, gear shift harshness and noise, called clunk, are heard andfelt in the passenger compartment due to the mechanical linkage, withouta fluid coupling, between the engine and powershift transmission input.Tip-in clunk is especially acute in a parking-lot maneuver, in which avehicle coasting at low speed is then accelerated in order to maneuverinto a parking space.

In order to achieve good shift quality and to eliminate tip-in clunk, apowershift transmission should employ a control strategy that isdifferent from that of a conventional automatic transmission. Thecontrol system should address the unique operating characteristics of apowershift transmission and include remedial steps to avoid theobjectionable harshness yet not interfere with driver expectations andperformance requirements of the powershift transmission. There is a needto eliminate shift harshness and noise associated with tip-in clunk in apowershift transmission.

For purposes of this disclosure, the term “coupling” should beinterpreted to include clutches or brakes wherein one of the plates isdrivably connected to a torque delivery element of a transmission andthe other plate is drivably connected to another torque delivery elementor is anchored and held stationary with respect to a transmissionhousing. The terms “coupling”, “clutch” and “brake” may be usedinterchangeably.

A pocket plate may be provided with angularly disposed recesses orpockets about the axis of the one-way clutch. The pockets are formed inthe planar surface of the pocket plate. Each pocket receives a torquetransmitting strut, one end of which engages an anchor point in a pocketof the pocket plate. An opposite edge of the strut, which may hereafterbe referred to as an active edge, is movable from a position within thepocket to a position in which the active edge extends outwardly from theplanar surface of the pocket plate. The struts may be biased away fromthe pocket plate by individual springs.

A notch plate may be formed with a plurality of recesses or notcheslocated approximately on the radius of the pockets of the pocket plate.The notches are formed in the planar surface of the notch plate.

Another example of an overrunning planar clutch is disclosed in U.S.Pat. No. 5,597,057.

Some U.S. patents related to the present invention include: U.S. Pat.Nos. 4,056,747; 5,052,534; 5,070,978; 5,449,057; 5,486,758; 5,678,668;5,806,643; 5,871,071; 5,918,715; 5,964,331; 5,979,627; 6,065,576;6,116,394; 6,125,980; 6,129,190; 6,186,299; 6,193,038; 6,386,349;6,481,551; 6,505,721; 6,571,926; 6,814,201; 7,153,228; 7,275,628;8,051,959; 8,196,724; and 8,286,772.

Yet still other related U.S. patents include: U.S. Pat. Nos. 4,200,002;5,954,174; and 7,025,188.

U.S. Pat. No. 6,854,577 discloses a sound-dampened, one-way clutchincluding a plastic/steel pair of struts to dampen engagement clunk. Theplastic strut is slightly longer than the steel strut. This pattern canbe doubled to dual engaging. This approach has had some success.However, the dampening function stopped when the plastic parts becameexposed to hot oil over a period of time.

Metal injection molding (MIM) is a metalworking process wherefinely-powdered metal is mixed with a measured amount of binder materialto comprise a ‘feedstock’ capable of being handled by plastic processingequipment through a process known as injection mold forming. The moldingprocess allows complex parts to be shaped in a single operation and inhigh volume. End products are commonly component items used in variousindustries and applications. The nature of MIM feedstock flow is definedby a science called rheology. Current equipment capability requiresprocessing to stay limited to products that can be molded using typicalvolumes of 100 grams or less per “shot” into the mold. Rheology doesallow this “shot” to be distributed into multiple cavities, thusbecoming cost-effective for small, intricate, high-volume products whichwould otherwise be quite expensive to produce by alternate or classicmethods. The variety of metals capable of implementation within MIMfeedstock are referred to as powder metallurgy, and these contain thesame alloying constituents found in industry standards for common andexotic metal applications. Subsequent conditioning operations areperformed on the molded shape, where the binder material is removed andthe metal particles are coalesced into the desired state for the metalalloy.

Other U.S. patent documents related to at least one aspect of thepresent invention includes U.S. Pat. Nos. 8,813,929; 8,491,440;8,491,439; 8,286,772; 8,272,488; 8,187,141; 8,079,453; 8,007,396;7,942,781; 7,690,492; 7,661,518; 7,455,157; 7,455,156; 7,451,862;7,448,481; 7,383,930; 7,223,198; 7,100,756; and 6,290,044; and U.S.published application Nos. 2015/0000442; 2014/0305761; 2013/0277164;2013/0062151; 2012/0152683; 2012/0149518; 2012/0152687; 2012/0145505;2011/0233026; 2010/0105515; 2010/0230226; 2009/0233755; 2009/0062058;2009/0211863; 2008/0110715; 2008/0188338; 2008/0185253; 2006/0124425;2006/0249345; 2006/0185957; 2006/0021838, 2004/0216975; and2005/0279602.

Some other U.S. patent documents related to at least one aspect of thepresent invention includes U.S. Pat. Nos. 8,720,659; 8,418,825;5,996,758; 4,050,560; 8,061,496; 8,196,724; and U.S. publishedapplication Nos. 2014/0190785; 2014/0102844; 2014/0284167; 2012/0021862;2012/0228076; 2004/0159517; and 2010/0127693.

As used herein, the term “sensor” is used to describe a circuit orassembly that includes a sensing element and other components. Inparticular, as used herein, the term “magnetic field sensor” is used todescribe a circuit or assembly that includes a magnetic field sensingelement and electronics coupled to the magnetic field sensing element.

As used herein, the term “magnetic field sensing element” is used todescribe a variety of electronic elements that can sense a magneticfield. The magnetic field sensing elements can be, but are not limitedto, Hall effect elements, magnetoresistance elements, ormagnetotransistors. As is known, there are different types of Halleffect elements, for example, a planar Hall element, a vertical Hallelement, and a circular vertical Hall (CVH) element. As is also known,there are different types of magnetoresistance elements, for example, agiant magnetoresistance (GMC) element, an anisotropic magnetoresistanceelement (AMR), a tunneling magnetoresistance (TMR) element, an Indiumantimonide (InSb) sensor, and a magnetic tunnel junction (MTJ).

As is known, some of the above-described magnetic field sensing elementstend to have an axis of maximum sensitivity parallel to a substrate thatsupports the magnetic field sensing element, and others of theabove-described magnetic field sensing elements tend to have an axis ofmaximum sensitivity perpendicular to a substrate that supports themagnetic field sensing element. In particular, planar Hall elements tendto have axes of sensitivity perpendicular to a substrate, whilemagnetoresistance elements and vertical Hall elements (includingcircular vertical Hall (CVH) sensing element) tend to have axes ofsensitivity parallel to a substrate.

Magnetic field sensors are used in a variety of applications, including,but not limited to, an angle sensor that senses an angle of a directionof a magnetic field, a current sensor that senses a magnetic fieldgenerated by a current carried by a current-carrying conductor, amagnetic switch that senses the proximity of a ferromagnetic object, arotation detector that senses passing ferromagnetic articles, forexample, magnetic domains of a ring magnet, and a magnetic field sensorthat senses a magnetic field density of a magnetic field.

SUMMARY OF EXAMPLE EMBODIMENTS OF THE INVENTION

An object of at least one embodiment of the present invention is toprovide an electronic vehicular transmission including a sensor whichprovides an electrical signal for transmission control and a couplingand control assembly for use in the transmission wherein anelectromechanical component of the assembly carries or supports thesensor.

In carrying out the above object and other objects of at least oneembodiment of the present invention, an electronic vehiculartransmission including a sensor for providing an electrical signal forelectronic transmission control is provided. The transmission includes atransmission case and a controllable coupling assembly including acoupling member supported for rotation within the case about arotational axis. The coupling member has a coupling face oriented toface radially with respect to the axis and has a set of ferromagnetic ormagnetic locking formations. An electromechanical component includes alocking element and a sensor. The component is mounted to and extendsinto the case so that both the locking element and the sensor are inclose-spaced opposition to the coupling face. The locking element ismovable across a gap towards the coupling face to a coupling position inresponse to the component receiving an electrical control signal. Thelocking element abuttingly engages one of the locking formations toprevent rotation of the coupling member in one direction about the axisin the coupling position. The sensor senses magnetic flux to produce anelectrical output signal indicative of a speed of rotation of thecoupling member. A variable magnetic field is generated in response torotation of the locking formations past the sensor. The case may have abore extending completely therethrough the case wherein the component ispress fit in the bore.

The sensor may include a magnetic field sensing element.

The sensor may be back-biased wherein the locking formations areferromagnetic.

The locking formations may comprise radially extending, angularly-spacedteeth.

The component may comprise a solenoid having the sensor supportedthereon.

The locking element may be a locking strut.

The member may have a width wherein each locking formation extends theentire width of the member.

Further in carrying out the above object and other objects of at leastone embodiment of the present invention, a coupling and control assemblyincluding a sensor for providing an electrical signal for electronictransmission control is provided. The assembly includes a controllablecoupling assembly including a coupling member supported for rotationabout a rotational axis. The coupling member has a coupling faceoriented to face radially with respect to the axis and has a set offerromagnetic or magnetic locking formations. An electromagneticcomponent includes a locking element and a sensor. The component ispositioned relative to the coupling member so that both the lockingelement and the sensor are in close-spaced opposition to the firstcoupling face. The locking element is movable across a gap towards thecoupling face to a coupling position in response to the componentreceiving an electrical control signal. The locking element abuttinglyengages one of the locking formations to prevent rotation of thecoupling member in one direction about the axis in the couplingposition. The sensor senses magnetic flux to produce an electricaloutput signal indicative of a speed of rotation of the coupling member.A variable magnetic field is generated in response to rotation of thelocking formations past the sensor.

The member may have a width wherein each locking formation extends theentire width of the member.

The sensor may include a magnetic field sensing element.

The sensor may be back-biased wherein the locking formations areferromagnetic.

The locking formations may comprise radially extending, angularly-spacedteeth.

The component may comprise a solenoid having the sensor supportedthereon.

Yet still further in carrying out the above objet and other objects ofat least one embodiment of the present invention, a coupling and controlassembly including a sensor for providing an electrical signal forelectronic transmission control is provided. The assembly includes acontrollable coupling assembly including first and second couplingmembers mounted for rotation relative to one another about a rotationalaxis. The first coupling member has a first coupling face oriented toface axially in a first direction with respect to the axis and thesecond coupling member has a second coupling face oriented to faceaxially in a second direction opposite the first direction with respectto the axis. The second coupling member has a third coupling faceoriented to face radially with respect to the axis and has a set offerromagnetic or magnetic locking formations. An electromechanicalcomponent includes a locking element and a sensor. The component ispositioned relative to the second coupling member so that both thelocking member and the sensor are in close-spaced opposition to thethird coupling face of the second coupling member. The locking elementis movable across a gap towards the third coupling face to a couplingposition in response to the component receiving an electrical controlsignal. The locking element abuttingly engages one of the ferromagneticor magnetic locking formations to prevent rotation of the secondcoupling member in one direction about the axis in the couplingposition. The sensor senses magnetic flux to produce an electricaloutput signal indicative of a speed of rotation of the second couplingmember. A variable magnetic field is generated in response to rotationof the set of ferromagnetic or magnetic locking formations past thesensor.

The second coupling member may have a width wherein each lockingformation extends the entire width of the second coupling member.

The sensor may include a magnetic field sensing element.

The sensor may be back-biased wherein the locking formations areferromagnetic.

The set of ferromagnetic or magnetic locking formations may compriseradially extending, angularly-spaced teeth.

The component may comprise a solenoid having the sensor supportedthereon.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic, perspective view of a controllable couplingassembly and an electromechanical component constructed in accordancewith at least one embodiment of the present invention;

FIG. 2 is an exploded, perspective view of the assembly and component ofFIG. 1;

FIG. 3 is a view of the assembly and component similar to the view ofFIG. 2 but from a different angle;

FIG. 4 is an enlarged side view, partially broken away, of the assemblyand component of FIG. 1 together with a second electromechanicalcomponent in phantom with locking elements of the components partiallyextended towards locking formations of a coupling member of theassembly;

FIG. 5 is a partial block diagram and side view, opposite the side viewof FIG. 4, but with one of the components in cross section and insertedin a case (also in cross section) of an electronic vehicle transmissionconstructed in accordance with at least one embodiment of the presentinvention;

FIG. 6 is a perspective, schematic bottom view of the electromechanicalcomponent of the prior Figures; and

FIG. 7 is an exploded, perspective view of the electromechanicalcomponent.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

Referring now to the drawing figures, there is illustrated oneembodiment of an electronic vehicular transmission, generally indicatedat 10 in FIG. 5. The transmission 10 includes a transmission case 40having a bore 41 which extends completely through the case 40. As iswell known in the art, the transmission case 40 has associated therewithan environment which is hostile to electrical components during use ofthe transmission 10 primarily because of: (1) hot oil contained therein,(2) contaminants in the oil which cause shorting of any electricalcircuits therein and (3) vibration.

The transmission 10 also includes an electromechanical component,generally indicated at 14, which is capable of operating in the hostileenvironment of the case 40. The component 14 may be referred to hereinbelow as an SSI (i.e. selectable solenoid insert). The component 14 isinserted through the bore 41 and held therein by threaded fasteners (notshown) which extend through holes 46 formed through an annular flange 44of a housing, generally indicated at 48, of the component 14. Thefasteners extend into threshold holes 42 formed in the case 40 about thebore 41 to secure the component 14 to the case 40.

Referring now to FIGS. 1-3, the transmission 10 also includes acontrollable coupling assembly, generally included at 12, which, inturn, includes first and second coupling members, 18 and 22,respectively, mounted for rotation relative to one another about arotational axis 16. The first coupling member 18 has a first couplingface 19 oriented to face axially in a first direction with respect tothe axis 16 and the second coupling member 22 has a second coupling face23 oriented to face axially in a second direction opposite the firstdirection with respect to the axis 16. The second coupling member 22also has a third coupling face 25 oriented to face radially with respectto the axis 16 and having a set of locking formations or teeth 30 formedtherein. The teeth 30 are preferably ferromagnetic or magnetic teeth 30.

The coupling assembly 12 also includes a set of forward locking elementsor struts 20 which are received within angularly spaced pockets 26formed in the face 23 of the coupling member 22. The coupling member 22has a set of splines 28 formed on its inner diameter for drivinglyengaging a drive or driven member (not shown) for rotation about theaxis 16.

The assembly 12 also includes a locking ring or plate, generallyindicated at 24, for insertion into an annular groove 36 of an axiallyextending wall 37 of the coupling member 18 to hold the coupling members18 and 22 together. The locking plate 24 has a circumferential cutout 34which coincides or is aligned with a circumferential cutout 32 providedin the wall 37 of the member 18 when the plate 24 is inserted into thegroove 36. This feature allows a locking element or strut 52 of thecomponent 14 to engage the teeth 30 of the member 22 as shown in FIGS. 4and 5.

The housing part or housing 48 has an outer coupling face 49 (FIG. 5) inclose-spaced opposition to the coupling face 25 of the member 22 whenthe members 18 and 22 are joined and assembled together by the lockingring 24 and after insertion of the component 14 into the bore 41 of thecase 40.

The outer coupling face 49 of the housing part 48 has a single, T-shapedrecess or pocket 51. The recess 51 defines a load-bearing first surfaceshoulder 53. The coupling face 25 of the member 22 has a plurality ofreverse notches or teeth 30. Each tooth of the teeth 30 defines aload-bearing second surface or shoulder 31.

The locking strut or element 52 is capable of extending between thecoupling faces 25 and 49 of the member 22 and the part 48, respectively,between coupling and uncoupling positions when the assembly 12 and case40 are assembled together as is shown in FIGS. 4 and 5.

The element 52 may comprise a ferromagnetic locking element or strutmovable between first and second positions. The first position (i.e.coupling position) is characterized by abutting engagement of thelocking element 52 with the load-bearing surface or shoulder 31 of oneof the teeth 30 and the shoulder 53 of the pocket 51 formed in an endwall of the housing part 48. The second position (i.e. non-couplingposition) is characterized by non-abutting engagement of the lockingelement 52 with a load-bearing shoulder 31 of at least one of the teeth30 and the end wall of the housing part 48.

The electromechanical component or apparatus (i.e. SSI) 14 includes thehousing part 48 which has a closed axial end including the end wall. Theend wall has the outer coupling face 49 with the single pocket 51 whichdefines the load-bearing shoulder 53 which is in communication with aninner face of the end wall. The housing part 48 may be a metal (such asaluminum) injection molded (MIM) part.

The apparatus 14 also includes an electromagnetic source, including atleast one excitation coil 62 which is at least partially surrounded by askirt of the housing part 48.

Electrical insulated wiring 64 supplies electrical power to the coil 62from a power source located outside the hot oil environment. The wiring64 extends from the coil 62, through a hole 65 (FIG. 5) formed throughan end seal 82, through a cavity 86 formed through an overmold 84 and toa solenoid controller.

The strut 52 is retained within the pocket 51 by a clevis-shapedretainer 50. The strut 52 is movable outwardly from the pocket 51 to itsextended, coupling position characterized by abutting engagement of thestrut 52 with a load-bearing surface or shoulder 31 of one of the teeth30.

The apparatus 14 also includes a reciprocating plunger, generallyindicated at 70, arranged concentrically relative to the at least oneexcitation coil 62 and is axially movable when the at least oneexcitation coil 62 is supplied with current via the wires 64. The coil62 is wound or located about an actuator core or armature 76 and ispotted between plates 60 and 78. The armature 76 is also axially movableupon coil excitation. The plate 60 abuts against the inner face of thehousing end wall. The plunger 70 extends through a hole 61 (FIG. 7)formed through the plate 60 and is connected at its leading end 72 tothe element 52 to move the element 52 between its coupling anduncoupling positions. The plunger 70 also extends through an aperture 75formed through the armature 76. The opposite end of the plunger 70 has alocking nut or cap 80 positioned thereon which limits movement of theplunger 70 in the aperture 75 towards the teeth 30 by abutting againstthe lower surface of an annular spacer 68 which abuts against the lowersurface of the armature 76.

The element 52 is pivotally connected to the apertured leading end 72 ofthe plunger 70 wherein the plunger 70 pivotally moves the element 52within the pocket 51 in response to reciprocating movement of theplunger 70 which, in turn, moves axially in response to reciprocatingmovement of the armature 76.

The apparatus 14 also preferably includes a return spring 66, whichextends between the plate 60 and a shoulder in the outer surface of theactuator core or armature 76, to return the plunger 70 and the armature76 to their home position when the coil 62 is de-energized, therebyreturning the element 52 to its uncoupling position. The apparatus 14also includes a spring 74 which urges the plunger 70 to move the element52 towards its coupling position. In other words, the biasing member orspring 66, urges the plunger 70 via the armature 76 to a return positionwhich corresponds to its uncoupling position of the element 52 while thebiasing member or spring 66 urges the plunger 70 and its connectedelement 52 to its coupled position.

The housing part 48 and/or the plate 78 may have holes (not shown) toallow oil to circulate within the housing part 48. Preferably, the atleast one coil 62, the housing part 48, the armature 76 and the plunger70 comprise a low profile solenoid. The locking element 52 may be ametal (such as aluminum) injection molded (i.e. MIM) strut.

The element 52 includes at least one and, preferably, two projecting legportions 55 which provide an attachment location for the leading end 72of the plunger 70. Each leg portion 55 has an aperture 57. The apparatus14 further comprises a pivot pin 54 received within each aperture 57 andthe aperture leading end 72 to allow rotational movement of the element52 in response to reciprocating movement of the plunger 70 wherein theleading end 72 of the plunger 70 is connected to the element 52 via thepivot pin 54.

Preferably, each aperture 55 is an oblong aperture which receives thepivot pin 54 to allow both rotation and translational movement of theelement 52 in response to reciprocating movement of the plunger 70. Eachlocking strut 52 may comprise any suitable rigid material such asferrous metal, (i.e. steel).

The component 14 also includes a magnetic field speed sensor or device56 which may comprise a differential Hall-effect device which sensesspeed of the teeth 30 as they rotate past the sensor 56. The teeth 30may carry or support a rare-earth, automotive grade, magnet or pellet(not shown) which may be embedded in a hole formed in the outer surfaceof the teeth. In that case, the teeth 30 may be non-ferrous teeth suchas aluminum teeth. Alternatively, and preferably, the teeth 30 areferromagnetic teeth.

The device 56 is typically back-biased, has two wires 58 (FIG. 7) andprovides a current output based on speed of rotation of the teeth 30past the sensor 56. The device 56 accurately detects the speed with asingle output (i.e., current output). The device 56 is preferablymounted adjacent to the pocket 51 and the wires 58 extend through theaperture 61 formed in the plate 60. The wires 58 and the wires 64 of thecoil 62 are coupled to the solenoid controller which, in turn, iscoupled to a main controller to supply drive signals to the coil 62 inresponse to control signals from the main controller. The device 56 maybe held in place by fasteners or by an adhesive so that a side surfaceof the device 56 is in close proximity to a side surface of the strut 52in the uncoupling position of the strut 52.

The sensor 56 is typically back-biased when the teeth 30 areferromagnetic and typically includes a Hall sensor or sensing elementmounted on a circuit board on which other electronics or components aremounted, as is well-known in the art. The sensor 56 is preferablyback-biased in that it includes a rare-earth magnet which creates amagnetic flux or field which varies as the teeth 30 move past the sensor56. The sensor 56 may comprise a back-biased, differential Hall Effectdevice.

In other words, the device 56 is preferably a back-biased device whereinthe device 56 includes a rare earth pellet or magnet whose magneticfield varies as the teeth 30 move therepast. The variable magnetic fieldis sensed by the magnetic sensing element of the device 56.

The output signal from the device 56 is a feedback signal which isreceived by the solenoid controller. By providing feedback, theresulting closed-loop control system provides for true speed operation.

As described above, the number of forward struts (i.e. 14) is greaterthan the number of reverse struts (i.e. one or two). Also, the number ofreverse notches is greater than the number of forward notches. In thissituation, there is a possibility of a coupling assembly such as thecoupling assembly 12 to enter a “lock-lock” condition wherein thetransitional backlash (i.e., distance the clutch can move betweenforward and reverse directions) is extremely low. This results in thelocking elements not being allowed to drop out of their couplingpositions upon command.

As described and claimed in U.S. patent application Ser. No. ______filed on the same day as this application and having the same assignee,in order to avoid the above-described problem, the number of reversestruts and notches and the number of forward struts and notches arechosen so that the forward backlash is a non-zero integer multiple (i.e.“N”) of the reverse backlash and the forward pockets are uniformlyangularly spaced about the axis 16. The following is a table of 36entries wherein only entries 11, 14 and 15 do not satisfy the abovecriteria.

Reverse Reverse Reverse Forward Forward Forward Transitional Entry NNotches Struts Backlash Notches Strut Sets Backlash Backlash 1 2 79 14.556962 79 2 2.278481 1.139241 2 2 77 1 4.675325 77 2 2.337662 1.1688313 3 80 1 4.5 80 3 1.5 0.75 4 3 79 1 4.556962 79 3 1.518987 0.759494 5 377 1 4.675325 77 3 1.558442 0.779221 6 3 76 1 4.736842 76 3 1.5789470.789474 7 3 74 1 4.864865 74 3 1.621622 0.810811 8 3 73 1 4.931507 73 31.643836 0.821918 9 3 71 1 5.070423 71 3 1.690141 0.84507 10 3 70 15.142857 70 3 1.714286 0.857143 11 3 62 1 5.806452 62 3 1.9354840.967742 12 3 61 1 5.901639 61 3 1.967213 0.983607 13 3 59 1 6.101695 593 2.033898 1.016949 14 3 58 1 6.206897 58 3 2.068966 1.034483 15 3 56 16.428571 56 3 2.142857 1.071429 16 3 55 1 6.545455 55 3 2.1818181.090909 17 3 53 1 6.792453 53 3 2.264151 1.132075 18 3 52 1 6.923077 523 2.307692 1.153846 19 1 79 2 2.278481 79 2 2.278481 1.139241 20 1 77 22.337662 77 2 2.337662 1.168831 21 1 79 3 1.518987 79 3 1.5189870.759494 22 1 80 3 1.5 80 3 1.5 0.75 23 1 79 3 1.518987 79 3 1.5189870.759494 24 1 77 3 1.558442 77 3 1.558442 0.779221 25 1 76 3 1.578947 763 1.578947 0.789474 26 1 74 3 1.621622 74 3 1.621622 0.810811 27 1 73 31.643836 73 3 1.643836 0.821918 28 1 71 3 1.690141 71 3 1.690141 0.8450729 1 70 3 1.714286 70 3 1.714286 0.857143 30 1 61 3 1.967213 61 31.967213 0.983607 31 1 59 3 2.033898 59 3 2.033898 1.016949 32 1 58 32.068966 58 3 2.068966 1.034483 33 1 56 3 2.142857 56 3 2.1428571.071429 34 1 55 3 2.181818 55 3 2.181818 1.090909 35 1 53 3 2.264151 533 2.264151 1.132075 36 1 52 3 2.307692 52 3 2.307692 1.153846

General Advantages

-   -   Wiring is outside the transmission.    -   Eliminates the difficulty in routing lead wires from the clutch        around rotating parts to the bulk head inside the box.    -   Does not impact the number of wires passing through the bulk        head connector.    -   Coils are potted, leads are over molded, connector is external,        completely segregated from the hot oil environment which        prevents:        -   Long term embrittlement of connector and wire insulation            from hot oil exposure;        -   Eliminates the possibility of contamination in oil shorting            the circuit to power; and        -   Vibration failures are greatly reduced (potted and over            molded).

High Power Density—every surface of the inner and outer race is used.The radial surfaces are for reverse and the planar surfaces are for1^(st) gear. They are independent and do not compete for the same realestate in the races. The concentric design competes for radial crosssection and co-planar designs add a PM race. The largest possiblestrut/cam geometry can be used in a smaller package. This increases thepower density of the clutch.

-   -   Using the SSI 14 as a common electro-mechanical component.    -   Tend to make it a high volume commodity thus reducing cost.    -   Streamlines design, validation, and manufacturing—one and done        approach.

Better resource allocation. Engineering can focus on clutch designwithout the burden of designing a new electro-mechanical solution foreach unique application.

-   -   Eliminate the slide plate and failure modes associated with the        slide plate.    -   Traditional MD approach—no concentric, co-planar design. Tried        and true approach.    -   Cost competitive—highest power density, 2 races, and an across        the board approach for controls using the SSIs 14.    -   Reduction of partial engagements.    -   The SSI 14 strut 52 turns on faster than a hydraulic design        using a slide plate.    -   The SSI 14 can be turned on closer to the sync point when doing        a rolling forward reverse shift because it takes only 20 ms or        less to fire on. No hydraulic delay or temperature effects.    -   Soft turn off capable reduces impact loads when turning off    -   No special driver is required. The SSI 14 can fire initially and        can be PWMed down to hold on. The higher pulse is to overcome a        return spring designed for a 20 g impact.

NVH Advantages—Maximizing cams is great approach to reducing backlash.Many more cams can be formed into the race in the radial direction asopposed to the planar direction. Using the SSI 14 in the radialdirection takes advantage of this feature.

Usually there is one outer race where the forward and reverse flanks ofa spline are the path to ground. This design splits the paths. There isno backlash in the reverse direction as the path passes through a pressfit SSI 14 into the case 40. The SSI 14 only reacts reverse torque. Theouter race for the passive clutch conversely only sees forward reactiontorque. The result is a system where the clutch does not travel throughan external lash. The drive side spline stays on the drive side and thereverse drive path is in a press fit SSI 14. This reduces tick/clunk inthe splines. A rubber washer/spring clip can be added to the coast sideof the spline to keep the spline engaged with the case at all times. Itnever experiences reverse torque.

Advantages Over Hydraulic

-   -   Temperature insensitive.    -   Faster reaction time with small tolerance (20 ms or less).    -   Much less energy to operate over life of application.    -   Easier to route wires outside of box compared to packaging worm        trails.    -   Easy for diagnostic—software maintenance loop with a trickle        voltage can measure resistance for temperature, continuity, or a        short instantly setting a code.    -   Contamination insensitive

Advantages of Two Springs

If the armature 76 was directly connected to the strut 52 with a singlereturn spring, a constant high current would have to be applied toensure the device turns ON. The lowest stroking force occurs initiallyat the highest gap when the armature 76 is in the OFF position. If thearmature 76 was directly attached to the strut 52 and the strut 52 wasin between notches or teeth 30, a high current would have to be held toensure the device would always stroke to ON eventually. The cam plate 22would have to rotate so the strut 52 could drop in. So a consistentlyhigh current would have to be maintained as long as the solenoid 14 wasON. This is a problem. The solenoid 14 could overheat using thisapproach. The solution is to use two springs 66 and 76, an actuator coreor armature 76, and a second internal piston called the plunger 70 thatattaches to the strut 52 via a clevis connection. In this arrangement,the armature 76 always strokes ON and travels the full 3 mm closing thegap independent of the position of the strut 52 relative to the cams orteeth 30. The forces keeping the armature 76 in the ON position increaseby a magnitude when the gap is closed. The armature 76 pushes the secondspring 74 that pushes the plunger 70 attached to the strut 52.

Once the armature 76 strokes the 3 mm, the current can be dropped to aholding current that is a fraction of the initial pulse current. Thestrut 52 is loaded by the second spring 74 in the apply direction. Ifthe strut 52 is in between cams or teeth 30, there is a second springforce pushing the strut 52 into the ON position as soon as the cam plate22 rotates. The armature 70 is now independent of strut position and canbe PWMed.

If one used a single spring in a tooth butt condition, the armature 76would only stroke 1.3 mm and stop with a force of about 2 lbs. In atwo-spring system the armature 76 always strokes the full 3 mm in 20 msallowing the current to drop to a holding current. The second spring 74applies the force to exit tooth butt.

Advantages of Speed Sensor with the Component (i.e. SSI)

The prior art has a speed sensor that passes through the outside of theouter race of the clutch to sense the speed of the inner race. It waspresumed that it is for the non-sync reverse shift when rolling in theforward direction.

At least one embodiment of the present invention provides the structurefor a speed sensor chip set. It is possible to pot in a speed sensorchip set right into the SSI 14. This has the advantage of flexing thestructure of the SSI 14 to not only lock the inner race to ground inreverse, but also to sense the inner race speed all in the same part.This would eliminate the stand alone speed sensor, case machining andclutch machining to accommodate the stand alone speed sensor. This is asignificant cost save.

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

What is claimed is:
 1. An electronic vehicular transmission including asensor for providing an electrical signal for electronic transmissioncontrol, the transmission comprising: a transmission case; acontrollable coupling assembly including a coupling member supported forrotation within the case about a rotational axis, the coupling memberhaving a coupling face oriented to face radially with respect to theaxis and having a set of ferromagnetic or magnetic locking formations;and an electromechanical component including a locking element and asensor, the component being mounted to and extending into the case sothat both the locking element and the sensor are in close-spacedopposition to the coupling face, the locking element being movableacross a gap towards the coupling face to a coupling position inresponse to the component receiving an electrical control signal, thelocking element abuttingly engaging one of the locking formations toprevent rotation of the coupling member in one direction about the axisin the coupling position, the sensor sensing magnetic flux to produce anelectrical output signal indicative of a speed of rotation of thecoupling member wherein a variable magnetic field is generated inresponse to rotation of the locking formations past the sensor.
 2. Thetransmission as claimed in claim 1, wherein the case has a boreextending completely therethrough the case and wherein the component ispress fit in the bore.
 3. The transmission as claimed in claim 1,wherein the sensor includes a magnetic field sensing element.
 4. Thetransmission as claimed in claim 1, wherein the sensor is back-biasedand wherein the locking formations are ferromagnetic.
 5. Thetransmission as claimed in claim 1, wherein the locking formationscomprise radially extending, angularly-spaced teeth.
 6. The transmissionas claimed in claim 1, wherein the component comprises a solenoid havingthe sensor supported thereon.
 7. The transmission as claimed in claim 1,wherein the locking element is a locking strut.
 8. The transmission asclaimed in claim 1, wherein the member has a width and wherein eachlocking formation extends the entire width of the member.
 9. A couplingand control assembly including a sensor for providing an electricalsignal for electronic transmission control, the assembly comprising: acontrollable coupling assembly including a coupling member supported forrotation about a rotational axis, the coupling member having a couplingface oriented to face radially with respect to the axis and having a setof ferromagnetic or magnetic locking formations; and anelectromechanical component including a locking element and a sensor,the component being positioned relative to the coupling member so thatboth the locking element and the sensor are in close-spaced oppositionto the first coupling face, the locking element being movable across agap towards the coupling face to a coupling position in response to thecomponent receiving an electrical control signal, the locking elementabuttingly engaging one of the locking formations to prevent rotation ofthe coupling member in one direction about the axis in the couplingposition, the sensor sensing magnetic flux to produce an electricaloutput signal indicative of a speed of rotation of the coupling memberwherein a variable magnetic field is generated in response to rotationof the locking formations past the sensor.
 10. The assembly as claimedin claim 9, wherein the member has a width and wherein each lockingformation extends the entire width of the member.
 11. The assembly asclaimed in claim 9, wherein the sensor includes a magnetic field sensingelement.
 12. The assembly as claimed in claim 9, wherein the sensor isback-biased and wherein the locking formations are ferromagnetic. 13.The assembly as claimed in claim 9, wherein the locking formationscomprise radially extending, angularly-spaced teeth.
 14. The assembly asclaimed in claim 9, wherein the component comprises a solenoid havingthe sensor supported thereon.
 15. A coupling and control assemblyincluding a sensor for providing an electrical signal for electronictransmission control, the assembly comprising: a controllable couplingassembly including first and second coupling members mounted forrotation relative to one another about a rotational axis, the firstcoupling member having a first coupling face oriented to face axially ina first direction with respect to the axis and the second couplingmember having a second coupling face oriented to face axially in asecond direction opposite the first direction with respect to the axis,the second coupling member having a third coupling face oriented to faceradially with respect to the axis and having a set of ferromagnetic ormagnetic locking formations; and an electromechanical componentincluding a locking element and a sensor, the component being positionedrelative to the second coupling member so that both the locking memberand the sensor are in close-spaced opposition to the third coupling faceof the second coupling member, the locking element being movable acrossa gap towards the third coupling face to a coupling position in responseto the component receiving an electrical control signal, the lockingelement abuttingly engaging one of the ferromagnetic or magnetic lockingformations to prevent rotation of second coupling member in onedirection about the axis in the coupling position, the sensor sensingmagnetic flux to produce an electrical output signal indicative of aspeed of rotation of the second coupling member wherein a variablemagnetic field is generated in response to rotation of the set offerromagnetic or magnetic locking formations past the sensor.
 16. Theassembly as claimed in claim 15, wherein the second coupling member hasa width and wherein each locking formation extends the entire width ofthe second coupling member.
 17. The assembly as claimed in claim 15,wherein the sensor includes a magnetic field sensing element.
 18. Theassembly as claimed in claim 15, wherein the sensor is back-biased andwherein the locking formations are ferromagnetic.
 19. The assembly asclaimed in claim 15, wherein the set of ferromagnetic or magneticlocking formations comprise radially extending, angularly-spaced teeth.20. The assembly as claimed in claim 15, wherein the component comprisesa solenoid having the sensor supported thereon.